The Minister of State, Department for Transport (Mr John Hayes)
C.S. Lewis, the House will remember, was “Surprised by Joy”: surprised by the joy of the love of God, and surprised by the mortal love of the woman who subsequently became his wife. I hope that my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) will be surprised by the joy of my response tonight—perhaps as surprised as I am to be rail Minister for the day.
Taking full advantage of this space and this opportunity, perhaps we can make more progress than my right hon. Friend has made so far—despite, I must add, his consistent advocacy of the interests of his constituents. He mentioned that he had raised this matter many times. That is well known to the House, but what he did not mention, because his humility prevented him from so doing, was that he has always raised it both with immense courtesy and with absolute determination. In my experience, that combination is what enables us to get things done here. Let us hope that I can demonstrate that to my right hon. Friend in my response.
I also welcomed the contribution of my hon. Friend the Member for Hertford and Stortford (Mr Prisk), with whom I served as a Minister. I know that he too is a doughty champion of his constituents’ interests, as well as being an accomplished Member of the House.
Let me say at the outset that I have a script prepared by the civil servants, to which I will refer but by which I will not be constrained. It is not good enough not to reply to these debates properly, and replying to them properly means responding to the points made by the contributors.
My right hon. Friend spoke about a Cinderella service. Tonight, I want Cinderella to go to the ball. He also spoke about the pain of travel, which I found quite poignant. Is it not sad that we have to talk about the pain of travel? Nevertheless, my right hon. Friend is right. Travel is all too often seen in those terms—not by Members, but by the people who must endure congested roads, overcrowded trains, and an inadequate transport infrastructure. The Government are determined to do better precisely because of our understanding of that. The record levels of investment in our railway and road networks show that we understand how much travel means, to economic growth—that point was made by my hon. Friend the Member for Hertford and Stortford—but also to our individual and collective well-being. People travel for a range of purposes: they travel to work and to school, but also recreationally. Travel should be a joy, not a pain.
Let me turn to some of the particular things that have been raised. To begin, it may be helpful to explain, for the benefit of the whole House, that the West Anglia main line is the route between London Liverpool Street, Stansted airport and Cambridge. At present, it is mainly a two-track railway serving commuters from Cambridgeshire, Essex and north-east London. The Stansted Express links central London with one of the UK’s major airports using the West Anglia main line structure.
That significant range of demands means that there is a high and constant demand for rail services on a line with, as has been said, limited capacity. There are no signs that that demand is likely to decrease. Indeed, as my hon. Friend the Member for Hertford and Stortford said, the economic growth that we seek as part of the Government’s long-term plan to deliver prosperity to the whole nation, and the immense range of economic, social and cultural activities in that part of our great nation, suggest that, if anything, demand is likely to increase. So, this debate is apposite.
As my right hon. Friend the Member for Saffron Walden is aware, many of the services operating on the West Anglia main line use new, “class 379” rolling stock. As he said, they are more modern, comfortable units, offering air conditioning, on-board passenger information systems, ample space for luggage and provision for wheelchair users. Those trains are principally used on the Cambridge and Stansted Express services, meaning his constituents are particular beneficiaries. However, as he said, not all of them, all of the time, are able to take advantage of those better services. It is important, therefore, that we look at what we can do to improve the other trains on the line.
My right hon. Friend mentioned the “refresh” programme. Untypically for him, that was parodied rather. I thought there was a touch of irony in his use of the term, but I am determined that it should be a real refurbishment. I have made it clear in my Department this afternoon that I want our trains to look and feel good so that the quality of the journey improves and the pain that he described becomes the joy that I seek.
I do not see any reason why trains should not look good, why the livery of trains should not be right, or why the circumstances in which people travel should not be edifying and enjoyable. That programme, which includes the replacement of seat covers and the improvement of train interiors, needs to be meaningful and comprehensive. In my role as rail Minister for the day, I have done all I can to ensure that that occurs. It is not enough to have a cursory makeover; a proper refurbishment needs to take place.
The improvements that we make to rolling stock are tied to the acquisition of new stock. My right hon. Friend made it clear that he fears—I understand why he said this—that the new rolling stock may not necessarily be of the right order, so I make clear my view that it is important that it is. We cannot prejudge exactly where that stock will come from, but we certainly do not want what we have to be made worse. To put that another way, we cannot miss the opportunity to make what we have better. I certainly want the acquisition of the new rolling stock to be of the right order so that the quality of service that people enjoy is enhanced.
Sir Alan Haselhurst
When I talk of new rolling stock, I expect it to come from the manufacturers, not from somewhere it has been operating for a number of years. I am grateful for what my right hon. Friend is saying, but I understand that retention tanks cannot be fitted under the on-board lavatories of the class 317 stock, and there are 51 units. Those trains may stay in service longer, with brighter paintwork and better seat covers, but there is that horrible disadvantage, which is manifested quite disgustingly at Liverpool Street station.
Mr Hayes
That is a powerful and vivid illustration of how railway journeys can be less than edifying and less than enjoyable. I shall certainly ask my officials to give that consideration and see what can be done, although I hear what my right hon. Friend says about some of the constraints on the ability to make the necessary improvements. I am generally of the view—I am well off-script here—that if we want to do things, we can do them, and I think we might have to go the extra mile in these terms. I am more than happy to tell my right hon. Friend that following this debate, I shall ask my officials to see what that extra mile would look like to satisfy his requirements
In addition to the established demand along the line that I have spoken of, additional demand is growing, as my hon. Friend the Member for Hertford and Stortford said, in the lower Lea valley of north-east London. For that reason, the Government’s rail investment strategy has provided approximately £80 million to deliver three and four-tracking at the southern end of the route. This investment will facilitate the introduction of new services, as well as improve operational reliability. It will support regeneration in the lower Lea valley, including the major development at Meridian Water near Angel Road. Led by Network Rail, this upgrade will be delivered by 2019 and will be compatible with any subsequent enhancements of the capacity of the route, an important matter to which I shall return shortly.
As my right hon. Friend is aware, demand is also growing on the northern end of the West Anglia main line. In particular, Cambridge is a regional economic powerhouse, making a significant and increasing contribution to the local and national economy. For this reason, Cambridge station itself is in the process of a significant redevelopment, including having a new ticket hall and additional cycle parking facilities.
My Department is also working with Network Rail and Cambridgeshire county council to develop plans for a new station to the north of Cambridge, at Chesterton. As well as providing direct access to the rapidly expanding science park, this station would relieve some of the rail congestion at Cambridge, with operational and performance benefits right along the West Anglia main line.
Within my right hon. Friend’s constituency, I am aware that passengers travelling to and from Audley End station also now benefit from full step-free access between platforms, following the installation of lifts. In addition, there is excellent rolling stock now operating on the route, which we will add to further, and I hope my right hon. Friend will agree that the Government and the rail industry are making good progress in improving the experience of his constituents at least in that regard, although I hear that he rightly argues on their behalf that we can do more.
I have already highlighted the key limitation of the West Anglia main line—that it is a very busy, principally two-track, railway. I very much hope that the Government’s commitment to three and four-tracking some southern sections demonstrates our determination to improve capacity on the route. However, I recognise the strong aspirations of my right hon. Friend and other Members for faster and more frequent services, and enhancements which would require further infrastructure interventions. I would now like to discuss that issue, because my right hon. Friend’s speech was in two parts, the first about the pain of travel and the condition of the rolling stock and other matters, and the second about the need to meet demand through improved capacity.
To begin with, I would like to explain that major investments in the railway are funded on the basis of five-year funding cycles known as control periods. We are currently in control period 5—my hon. Friend the Member for Hertford and Stortford mentioned this—which began earlier this year and will run until 2019. During this control period, the Government are providing Network Rail and the rest of the rail industry with more than £16 billion of funding to upgrade and enhance the networks in England and Wales. It is from this funding pot, known as the Government’s rail investment strategy, that the lower Lea valley upgrades I have already referred to will be funded. The process for identifying possible investments and upgrades for the next control period—control period 6, which will run from 2019 to 2024—has recently begun. There are therefore opportunities for my right hon. Friend, other Members and the public in general to contribute to the process and influence the Government’s next rail investment strategy.
As Yeats said:
“Do not wait to strike till the iron is hot; but make it hot by striking.”
In regard to the West Anglia main line, the draft Anglia route study has recently been put out for consultation, and I want to emphasise that this is a draft for consultation. I note the remarks that my right hon. Friend and my hon. Friend have made about its imperfections and limits, and I emphasise again that it is not set in stone. It will evolve, and I want to receive representations that will contribute to its evolution. We will make adjustments to it as we listen and learn throughout the consultation period. Tonight’s debate represents an important contribution to that process.
The rail industry’s emerging view is that the future level of demand expected on the West Anglia main line can be met through the lengthening of certain peak Cambridge and Stansted airport services. However, there are other views on the ways to meet the demand, and I want to hear them. I am not satisfied that there is just one single take on this. We have heard from my right hon. Friend and my hon. Friend, who speak on the matter with great expertise, and they take a rather different view of how the demand should be met. I want that view to be heard loud and clear in my Department and across the rail industry.
The emerging view on control period 6 has been articulated and published by Network Rail in good faith, based on the information available to it, but it is an emerging view, a draft and a consultation. I do not want anyone to assume that it is definitive, or that the Government take it as read that that is the only way forward. Responses to the consultation will feed into the final version of the Anglia route study, which is due to be published in the middle of next year. That will then help to inform the Government’s priorities for the next rail investment strategy, for the period 2019 to 2024—control period 6.
Mr Prisk
I am grateful to the Minister for what he has said; he has been very helpful. I am waiting, as I am sure you are, Mr Deputy Speaker, for him to introduce a John Betjeman quote into the debate—literary man that he is—but before that, I am keen to learn more about the problem of unreliable or incomplete evidence resulting in subsequent decisions being open to challenge. None of us wants or needs that. We want clarity, evidence, good decisions and investment. Does he accept that there could be a real problem for the Department if the evidence were incomplete as a result of a poor route study, leading to subsequent decisions proving unreliable?
Mr Hayes
My hon. Friend must wait until the very last few lines of my speech—which I hope will be as poetic as Betjeman; they will certainly be as joyful as Lewis—when I will respond directly to that point.
We will set out options for upgrades until 2043, including the option for four-tracking the West Anglia main line, Crossrail 2 and increased services to and from Stansted airport. It seems inevitable to me that, ultimately, we will need to greatly increase the capacity of the line to keep pace with growing demand. Again, all responses to Network Rail’s consultation, which ends on 3 February next year, and all views on the longer-term funding priorities are very much encouraged.
My hon. Friend the Member for Hertford and Stortford made the following point, on which I wish to conclude. He said that the Government should act on the basis of clear and robust evidence, and called for a full feasibility study. That is a perfectly reasonable request. It is not in the script prepared for me by my civil servants, but if he is to be “Surprised by Joy”, they should be surprised, too, when I say that I am more than happy to invite him, my right hon. Friend the Member for Saffron Walden and other interested parties, including local authorities and the local business representatives, to the Department to discuss what that kind of study might look like. That proposal is perfectly compatible with the consultation we have described. Indeed, it would frame a response to the consultation, which would combine many of the points made in this short debate, so my final surprise is not to quote Betjeman, but hon. Members will recall, thinking of Christmas, the line:
“A cold coming we had of it”.
I end rather more warmly, in welcoming the chance to make that new commitment to my right hon. Friend and my hon. Friend, and to ensure that the pain is replaced by the joy of travel.
Question put and agreed to.